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Triumph has labeled the 675R as a track day weapon/fast road riding tool, and MCN can’t argue with this. The stiff Ohlins suspension and lithesome, agile nature of the 675R chassis gives the impression it is a sorted race bike. Couple this with impressive midrange from of the triple-cylinder engine and you have a bike that allows devastating corner speed at the track. Although for the road the suspension as standard is bloody hard and necessitates softening off. Simple touches of a red subframe, carbon front mudguard and fairing infill panels make the 675R special and instantly recognisable. Nice one, Triumph. Now can we have a 1000cc version, please.
It is the same powerplant as the standard Daytona 675. Forget about peak power – although 115bhp at the wheel is not to be sneezed at – it’s the legendary flat but fat torque curve coupled with a midrange horsepower that makes the Daytona a breeze to ride day-in, day out without working up a sweat.If you want to rip it up then the 675R will easily pump your adrenaline – especially on a trackday – simply by working the throttle harder. Something done very easily because the fitment of a plug and play quickshifter means it’s a case of simply opening and closing the throttle and foot tapping the gear lever.
Again, exactly the same as the Daytona 675 and is pure supersport. The seat’s high and has low-set clip-on bars but isn’t uncomfortable, just intimidating at first. The ride is exemplary on track thanks to the Ohlins fully adjustable front forks and TTX36 rear shock. Both systems make the gap between road and track use easier to cross by being fully adjustable. Because of its track-bias, the firm set up can cause the bars to occasionally waggle. While this is not a problem for the steering damper to take control, it would have been good if Triumph had kitted the 675R with a fully adjustable unit to make the ‘R’ transformation complete.
It is the same powerplant as the standard Daytona 675. Forget about peak power – although 115bhp at the wheel is not to be sneezed at – it’s the legendary flat but fat torque curve coupled with a midrange horsepower that makes the Daytona a breeze to ride day-in, day out without working up a sweat. If you want to rip it up then the 675R will easily pump your adrenaline – especially on a trackday – simply by working the throttle harder. Something done very easily because the fitment of a plug and play quickshifter means it’s a case of simply opening and closing the throttle and foot tapping the gear lever.
Chassis components are no different to Japanese counterparts. This leaves the powertrain open to discussion, of which there are few web-based grumbles about the previous version (2006-2008), but nothing but good news has been said about this latest model. Racing has thrown up a few blown motors, but then this happens with Japanese and European bikes – it is the nature of the racing beast.
The 675 is a brilliant middleweight in standard guise and worth the money, no problem. Add up the cost of the race-spec goodies and you are getting a good deal when buying the 675R with them fitted as standard.
Insurance group: 16 of 17
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2003-2004: Daytona 600 – 599cc 4-cylinder, 110bhp2005-2006: Daytona 650 – 646cc, 4-cylinder, 112bhp2006-2008: Daytona 675 – 675cc, 3-cylinder, 123bhp2009- to date: Daytona 675 – 675cc 3-cylinder, 124bhp
(2013 - current)
I love mine!
Awesome bike made better with ohlins suspension and brembo brakes! I love mine to bits. I test rode the new BMW 1000RR today and that lacked character compared to the trumpet. The only bits that could be improved for me are the non adjustable steering damper and the notchy quickshifter! (Compared to the BMW's silky smooth one!) Bit annoyed they are making more though. My limited edition is getting less limited! :(
24 July 2011
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23 March 2011 15:15
Bet I could soften the suspension
23 March 2011 15:13
21 March 2011 22:37
To Triumph or not to Triumph...?
I had a go on one o' these yesterday. Having spent a lot of time on a 07' 675, I can say that for road use I'm not sure I'm prepared to pay over the odds for the equipment on this bike. Yeah, it's all flash and all great, don't get me wrong. But you'll have more fun on a inline 4 thou, you'd have more of a rush on a V twin thou... seeing where I'm going with this Triumph?
There's a HUGE market for a 1050cc Daytona R. I'd buy one, on finance if need be. All that would need changing from the current 675 is a larger rear tyre, a better selection of twin-can exhaust systems (Termignoni, anyone) about 180bhp, and possibly a larger fuel tank, sometimes when I climb on I feel like I've just put 50p in a park and ride machine, and I'm only 5"10 and about 11 stone.
20 March 2011 08:50
Bikes these days are too expensive, 10k for a 600 and 1000ccs are rising ever closer to 15k, soon the Italian bikes will be cheaper lol.
The Americans pay far less, not only for the bike bu tthe insurance and petrol too.
18 March 2011 07:08
Decated,Moto GP pipes,updated sprocket, full dream works paint work,braded hoses, WP suspension,
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